Motor-vehicle.



L H. DYEB- MOTOR VEHICLE.

APPLICATION men NOV. I9. 1914'.

Patented May 18, 1915.

Wmessw irwemiw Maw mqfii Atkomnyw.

enrrnn er LEONARD H. DYER, OF GREENWICH, CONNECTIClUT, A SIGNOF, TO ENTERPRIZE AUTOMOBILE COMPANY, OF I-IOBOKEN, NEW JERSEY, A CORPORATION OF NEW JERSEY.

Mnron-vEHI LE.

Patented May 18, 12915.

Original application filed. May 23, 1908, Serial No. 434,505. Divided and this application filed November 19,

1914. Serial No. 872,906.

To all whom it may concern Be it known that I, LEONARD H. DYER, a citizen of the United States, and a resident of the town of Greenwich, county of Fairfield, and State of Connecticut, have invented an Improvement in Motor-Vehicles, of which the following is a specification.

The object I have in view is the production of a motor vehicle which will have an increased traction elfect, by means of which both driving wheels may be equally driven at the willof-the operator, and in which the propelling force may be equalized upoi. the wheels, when so desired, and-in whiol. the maximum propulsive eifect of the motor will be secured.

This application for patent is a division of my application Serial No. 134,505, filed May 23, 1908.

These and further objects will appear from the following specification and accompanying drawings, consideredtogether or separately.

Figure 1 is aplan view of a portion of a chassis of a motor vehicle showing one embodiment of my invention. Fig. 2 is a de tail of a portion of the structure shown in Fig. 1.

Fig. 3 is an enlarged view of the structure illustrated in Fig. 1, the jack shaft in this instance being the driving axle. Fig. 4: is a detail of\the structure shown in Fig. 3; and Fig. 5 is a modification.

In all of the views like parts are designated by the same reference characters.

In carrying out my invention I provide a motor 1, in the embodiment illustrated, an internal combustion engine being shown. This motor is supported upon a frame 2, which in turn is supported upon a steering axle 3 and a driving axle 4,'both axles having wheels, as shown. The driving wheels 5 are shown as connected to the jack shaft 6' by means of side chains 7-7, in the usual manner. The jack shaft 6 carries a diflerential 8, which is rotated by means of the bevel gear 9. This bevel gear engages with.

- the bevel pinion 10, which is carried on the 3. This means is the same as that illus-' trated in Fig. 1, except that the ack shaft in this case is the driving axle.

The differential is provided with the ordinary gear case 12, which is carried concentrically around the jack shaft by means of sleeves 13 and 14, and connects the two parts of the jack shaft. The joint of the two parts of the ack shaft is coincident with the dif ferential as in the well known manner, and

each part is provided with a bevel gear15. These bevel gears intermesh with bevel pinins 1616, which are carried updn and, turn with a parted cross shaft 17. The bevel gears and the bevel pinions are locked to their respective supporting shafts. The parted cross shaft turns onits own axis only when the driving wheels 55 .do not turn at the same speed. When the two wheels turn at the same speed theparted cross shaft does not turn in its bearings. It is apparent therefore that if the parted cro shaft be locked against rotation the two driving wheels 55 will turn together at the same speed. 2

One means which I have devised for lockingthe parted cross shaft comprises a clutch mounted upon a sleeve 18. The sleeve 18 surrounds one part of the jack shaft and lies within the sleeve 14; it is longer than the sleeve 14:, so that a portion extends out-1 side of the sleeve and is provided withthe ordinary double rings 19 which engage with a shifting lever 20, and by means of which the sleeve 18 may be slid longitudinally upon the jack shaft 6.

The sleeve 18 extends into the gear case 12 and carries upon its inner end the arms 21.-T21. These arms extend to the outer inner wall of the casing and move between guides 22 (Fig. 4).

A portion of the parted cross shaft 17 in the path of the arm is made of non-cir- "cular cross section, shown in Fig. 4: as of the driving wheels with equal force.

Fig.5 shows a modified means for locking the differential. In this modification the casing 12 is locked to and preventedfrom rotating in relation with the jack shaft 6. It is apparent that the differential will be locked if either part of the jackshaft be prevented from having relative movement with the differential casing. For the purpose of strength, however, I prefer to lock both parts of the'jack shaft, as shown in Fig. 5.

The means for locking the parts together comprise clutches 24, which engage with the clutch notches 25, formed in the sleeves 13 and 14. The clutches 2 l24 are moved into engagement with the clutch notches by means of the bell crank levers 26 -26. The free ends of these levers are connected together by a'toggle 27, which is actuated by; a rod 28. This rod 28 being pulled in the direction opposite to the differential will separate the bell crank levers 26 and will apply both clutches 2-12 l.- It is apparent that only one clutch need be used, if such is desired, and at the same time the entire differential will be locked.

Referring to Fig. 1., the shifting lever 20 may be connected by a rod 29, with a pedal,

30, which is conveniently within reach of the operators foot. By pressing upon this pedal 30, which may be connected to any other form of differential locking mechanism, in addition'to those described, the differential will be locked, and. the desirable double driving feature of the two driving wheels will be secured.

For the purpose of increasing the efliciency of the device, the pedal 30 is connected by means of suitable connections, illustrated in Fig. 1, as a bell crank and rods 31 to a valve 32 arranged for cutting out the muffler When the pedal is moved to lock the differential, the valve 32 will close the passage to the mufiler and open it .to

the direct exhaust 34. The maximum effect of the motor will be secured at the same time that the maximum effect of the driving mechanism is attained, both effects being secured by mechanism operated at the same time.

In accordance with the provisions of the patent statutes, I have described the principle of my invention, together with the appa- 1 ratus which I now consider to represent the best embodiment thereof, but I desire to is merely illustrative and that the invention may be carried out in other ways.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. In a motor vehicle, the combination with a motor having a muffler, and a driving gear, including. a differential, and means operative at will for simultaneously locking the parts of the differential and for cutting out the muflier.

2. In a motor vehicle, the combination with a motor having a muffler and a driving gear, including a differential, a lock for locking the parts of the differential, a pedal, connections between the pedal and the-lock, a-mufller cut out, and connections between the pedal and the muffler cut out, whereby the parts of the differential may be locked simultaneously with the cutting out of the' mufiier.

This specification signed and witnessed this eighteenth day of November, 1914.

LEONARDT-I. DYER. Witnesses:

Ami E. BENTON, HARRY Prosr;

have it understood that the apparatus shown I 

